Abstract: An internal combustion engine, in particular a gas engine, for a motor vehicle, includes a charge air cooler arranged in an air mass flow feed upstream of an apparatus for mixing in fuel, and a measuring device for determining the air mass flow. The measuring device has a sensor system for measuring a pressure loss across the charge air cooler and a processing unit as evaluation unit for calculating the air mass flow at least from the pressure loss which is measured by the sensor system and a charge air cooler model stored in the processing unit. The charge air cooler forms a geometrically constant throttle for the air mass flow which is flowing through.

Abstract: A valve apparatus performs at least one of a first operation in which an electric motor is energized in a valve-close direction and a rotation shaft is rotated until its rotation is stopped and a second operation in which the electric motor is deenergized and a valve is fully closed by a biasing force of a return spring. Thereby, a rotation angle of the rotation shaft becomes a rotation-stop angle or the rotation angle becomes in the backlash range, so that a biasing force of the return spring is not transmitted to the rotation shaft. Then, the electric motor generates a specified torque, which is less than a valve-opening torque by which the valve starts opening. Thereby, a rotation angle of the rotation shaft can be stopped at a full-close angle. The full-close angle can be made correspond to an output of a rotational angle sensor.

Abstract: An internal combustion engine includes a ring gear, a speed sensor operatively associated with the ring gear, and a change of mind (COM) starter motor mechanically linked to the internal combustion engine. The COM starter motor includes an armature and a pinion operatively connected to the armature. A solenoid is operatively connected to the COM starter motor. The solenoid selectively moves the pinion into engagement with the ring gear. An electronic control unit (ECU) is operatively connected to the speed sensor and the solenoid. The ECU is configured and disposed to indirectly detect a rotational speed of the pinion and selectively energize the solenoid to axially shift the pinion into engagement with the ring gear when the pinion reaches a particular rotational speed relative to a rotational speed of the ring gear.

Abstract: A fuel pump assembly comprises a pumping plunger for pressurizing fuel within a pumping chamber during a plunger pumping stroke; and a cam follower arrangement for imparting drive to the pumping plunger including a cam follower member which cooperates with the pumping plunger. The cam follower arrangement is biased into engagement with a cam drive while a degree of relative movement along the plunger axis is permitted between the cam follower member and the pumping plunger. At least one of the pumping plunger and the cam follower member includes a surface provided with a feature which defines together with a facing surface of the other of the pumping plunger and the cam follower member, a cushioning volume therebetween for receiving fluid to provide a cushioning effect as the pumping plunger and the cam follower member move into contact with one another, in use. The feature includes a flat central portion and an annular region which is conical in form and which is angled relative to the facing surface.

Abstract: Although a method for changing a combustion method taking place in an internal combustion engine depending on running condition is proposed, it can be considered that conditions under which a combustion noise occurs naturally differ with different methods. A detection method of prior art is not compatible with different combustion methods and the accuracy of combustion noise detection was low. Accurate combustion noise detection is enabled by identifying a combustion mode taking place in the internal combustion engine, selecting a sensed frequency or frequency band of a combustion noise sensor that detects a combustion noise in a combustion chamber of the internal combustion engine according to the combustion mode, and detecting a combustion noise.

Abstract: Methods and systems are provided for cleaning out condensate stored at a charge air cooler. In response to increased condensate accumulation at a charge air cooler, airflow through the engine is increased to purge the condensate while an engine actuator is adjusted to maintain engine torque. Combustion stability issues of engine cylinders are addressed by adjusting fueling of each cylinder individually during condensate ingestion.

Abstract: In a control apparatus for a general-purpose internal combustion engine including a generator as a power supply, the generator includes a main generator coil supplying power to the stepping motor, and an auxiliary generator coil supplying power to an ignition device of the engine. The apparatus includes ignition timing controller for, when starting the engine by a manual starter, detecting that an engine speed reaches or exceeds a predetermined engine speed not exceeding a connecting rotation speed of a centrifugal clutch to retard an ignition timing of the engine, thereby suppressing increase in the engine speed to less than the connecting rotation speed, and for restoring the ignition timing to its normal timing after a predetermined time elapses from start of retarding the ignition timing. Accordingly, it suppresses overshooting of an engine speed above the connecting rotation speed even if a delay occurs in closing a throttle valve by a delay in activating the motor.

Abstract: In a method of controlling the combustion of a combustion engine from an estimation of the burnt gas mass fraction in the intake manifold, a measurement relative to a fresh air flow rate or to a burnt gas flow rate is performed upstream from the mixing space where fresh air and burnt gas mix. The burnt gas mass fraction present in the mixing space is then estimated from the measurement and from a model of the mixing dynamics in this space. A transport delay between the space and the intake manifold is estimated. The mass fraction of burnt gas in the intake manifold is then deduced in real time. Finally, combustion is controlled from the burnt gas mass fraction in the intake manifold.

Abstract: A flow rate controller of an internal combustion engine includes a flow rate change section configured by including an EGR valve, a bypass valve, and a diesel throttle, as the flow rate change section capable of changing at least one of a flow rate of exhaust gas that is recirculated to an intake system from an exhaust system of an internal combustion engine via an EGR passage and a flow rate of fresh air that flows into the internal combustion engine. In addition, an ECU is included to realize: an arrival position determining section for determining an arrival position of condensed water in the EGR passage that is moved by the EGR at least either at the time of acceleration or at the time of deceleration of the internal combustion engine; and a control section for controlling the flow rate change section on the basis of the arrival position determined by the arrival position determining section.

Abstract: An evaporated fuel treating apparatus, comprising a passage allowing circulation of fluid inside, a tank port and a purge port at one end of the passage, and an atmospheric port at the other end of the passage, and provided with a plurality of adsorption chambers each filled with granular activated carbon or crushed activated carbon in the passage, and a support member set between a first adsorption chamber located closest to the atmospheric port in the plurality of adsorption chambers and a second adsorption chamber located on the tank port side of the first adsorption chamber in the plurality of adsorption chambers, to space the first and second adsorption chambers apart from each other, and at least a part of the support member can adsorb evaporated fuel components. With this configuration, evaporated fuel components escaping to the outside through the atmospheric port are reduced.

Abstract: In the present spark ignition internal combustion engine, a shortest self-ignition delay time ?min for a maximum cylinder internal pressure Pmax and a maximum cylinder internal temperature Tmax when equivolume combustion is realized is calculated by using a calculation formula which uses a cylinder internal pressure and a cylinder internal temperature to calculate an self-ignition delay time, and a knock limit ignition timing ITA is determined based on the calculated shortest self-ignition delay time.

Abstract: A cam full close stopper defines a cam full close position that is a limit position of a rotatable range of a cam. A sensor element outputs a signal corresponding to a rotation angle of the cam. A signal processor changes the signal output from the sensor element into a sensor output. A storage part memorizes a data table representing a correspondence relationship between the rotation angle of the cam and the sensor output of the signal processor in a predetermined form, characteristics of the sensor output being adjustable at a plurality of points with respect to the rotation angle of the cam. The storage part memorizes the sensor output of the signal processor when the cam is fully closed at the cam full close position.

Abstract: A system and method for operating an engine using gaseous fuel is described. In one example, engine operation is adjusted responsive to a temperature of air entering an engine and a resultant temperature of a gaseous fuel injected to the engine. The system and method may improve engine air-fuel control.

Abstract: A fuel injection controller includes an increase control portion applying the boost voltage to the coil to increase a coil current to a first target value, and a constant current control portion applying a voltage to the coil to hold the coil current to a second target value. A threshold is an energization time period that is necessary to reach a boundary point between a seat throttle area of a property line and an injection-port throttle area of the property line from an energization start time point. An initial-current applied time period is from the energization start time point that the boost voltage starts to be applied to the coil to a time point that the coil current is decreased to the second target value. The increase control portion controls the coil current such that the initial-current applied time period is less than the threshold.

Abstract: Systems and methods for diagnosing an EGR system are presented. The method provides for indicating EGR system degradation in response to a temperature at an outlet of an EGR cooler. The method may require less calibration effort than a model based diagnostic.

Abstract: An intake system for a vehicle includes an air cleaner assembly in a compact size. Intake passages introduce intake air to front and rear cylinder blocks of a multicylinder engine, and an air cleaner assembly is connected to upstream ends of the intake passages. A space inside an air cleaner case of the air cleaner assembly is partitioned into upper and lower sides by a partition wall, forming a clean chamber above the partition wall and a dirty chamber below. The intake passages are arranged to pass through the dirty chamber in an up-down direction, and inlets of the intake passages are arranged in the clean chamber. A through hole is formed in the partition wall between the intake passages for the front and rear cylinder blocks. An air cleaner element, configured to clean incoming intake air, is arranged to occlude the through hole.

Abstract: An object of the present invention is to enhance precision of air-fuel ratio control after return from fuel cut in a control device for an internal combustion engine that has a plurality of fuel injection modes, and performs calculation of a fuel injection amount by a method corresponding to an injection mode in use. For this object, the control device for an internal combustion engine the present invention provides normally determines the injection mode in response to an operation state, but designates a specific injection mode with a higher priority than the injection mode determined in response to the operation state at a time of return from fuel cut. For a predetermined time period after the return from fuel cut, the control device prohibits the injection mode from being changed in response to the operation state, and keeps fuel injection according to the designated specific injection mode.

Abstract: A glow plug driving control apparatus. The glow plug driving control apparatus includes a glow switch 2 and a glow plug 1 which are connected in series between a power supply and ground, and an electrical controlling unit 101 which controls opening and closing of the glow switch 2, and that can perform energization driving of the glow plug 1. The glow plug driving apparatus also includes an energization path switching switch 5 that connects in series a stability coil 3 in a serial connection path of the glow switch 2 and the glow plug 1 at the time of an energization start of the glow plug 1, and after the energization start, causes both the glow switch 2 and the glow plug 1 to return to a serial connection state between the power supply and the ground.

Abstract: An engine control system of a vehicle includes a manifold temperature module, a runner temperature module. The manifold temperature module determines a first temperature of gas in an intake manifold of an engine. The runner temperature module determines a second temperature of gas in an intake runner associated with a cylinder based on the first temperature of the gas in the intake manifold. The engine control system further includes at least one of: a fuel control module that controls fueling of the cylinder based on the second temperature of the gas in the intake runner; and a spark control module that controls spark of the cylinder based on the second temperature of the gas in the intake runner.

Abstract: A ranking module determines N ranking values for N predetermined cylinder activation/deactivation sequences of an engine, respectively. N is an integer greater than or equal to two. A cylinder control module, based on the N ranking values, selects one of the N predetermined cylinder activation/deactivation sequences as a desired cylinder activation/deactivation sequence for cylinders of the engine. The cylinder control module also: activates opening of intake and exhaust valves of first ones of the cylinders that are to be activated based on the desired cylinder activation/deactivation sequence; and deactivates opening of intake and exhaust valves of second ones of the cylinders that are to be deactivated based on the desired cylinder activation/deactivation sequence. A fuel control module provides fuel to the first ones of the cylinders and disables fueling to the second ones of the cylinders.